ISA engine start-stop strategy

ABSTRACT

There is provided a method for automatic operation of a vehicle comprising an engine, a starter motor, an engine clutch, and a plurality of vehicle systems. After detecting that the engine is running, the vehicle systems are checked to ensure an acceptable status for shutting down the engine. A negative torque is applied to the engine to shut it down. Vehicle systems are monitored until they indicate that the engine should be restarted. The engine is restarted, and a successful start of the engine is then confirmed. Similarly, there is provided a method for the cold start of a vehicle as above. The starter motor is powered up with an initial torque and vehicle systems are monitored to determine whether the engine should be started. The engine is started from the torque of the starter motor, and a successful start of the engine is then confirmed.

BACKGROUND OF THE INVENTION

In the daily use of a vehicle, especially in city or other congestedtraffic, the vehicle will often run in an idling state. Not only is thisa waste of fuel for the vehicle operator, it is additionally harmful tothe environment, due to the exhaust emissions of the vehicle.

In order to lessen such waste, some vehicles have already been equippedwith an automatic start-stop system. In a conventional system, theengine of the vehicle will be automatically stopped when apre-determined stopping condition occurs, such as idling of the enginefor a certain length of time. The engine will then be restarted uponanother signal, usually from the driver of the vehicle. These signalsmay be one such as having the driver touch the gear shift lever. Somesystems merely evaluate conditions, such as the engine idle time, todetermine when to stop; others monitor specific vehicular conditions,such as the temperature of exhaust gas purifying catalysts, in order topreserve the environment. Such systems are disclosed in U.S. Pat. Nos.5,566,774 and 6,202,776. However, drive systems using methods such asthese have had many problems that have hindered more universal adoption.

For example, the resonation frequency of the engine mounting system maycoincide with a rotating frequency of the engine on deceleration. Theharmonic resonance of both together can cause the car to shake.Additionally, a vehicle operator may experience a time lag duringautomatic engine restart. This time lag is due to the time associatedwith engine cranking and firing. A vehicle may also end up immobilizedin traffic. If the automatic start-stop method stops the engine, butfails to successfully restart it, the vehicle may become stranded in themiddle of a street, causing a distraction to other drivers and danger tothe operator. Outside conditions may also make restart difficult, suchas the ambient temperature.

BRIEF SUMMARY OF THE INVENTION

According to one aspect of the present invention, there is provided amethod for automatic operation of a vehicle. The vehicle preferablycomprises a vehicle engine, a starter motor linked to said vehicleengine through an engine clutch, and a plurality of vehicle systemslinked to said starter motor. The vehicle first detects whether theengine is running. The status of the vehicle systems are ascertained toensure that the conditions are proper for shutting down the engine. Anegative torque is applied to the vehicle engine by connecting it to thestarter motor through the engine clutch. Vehicle systems status is thenmonitored until the conditions indicate that the vehicle engine shouldbe restarted. The vehicle engine is restarted by connecting it with thestarter motor through the engine clutch. A successful start of thevehicle engine is then confirmed.

According to another aspect of the present invention, there is provideda method for starting a vehicle from a cold start. The vehiclepreferably comprises a vehicle engine, a starter motor linked to thevehicle engine through an engine clutch, and a plurality of vehiclesystems linked to the starter motor. The starter motor is firstindependently started. Vehicle systems status is checked to determinewhether the vehicle engine should be started. A torque is applied to thevehicle engine by connecting it with the starter motor through theengine clutch. A successful start of the vehicle engine is thenconfirmed.

Other aspects of the present invention will become apparent inconnection with the following description of the present invention.

BRIEF DESCRIPTION OF SEVERAL VIEWS OF THE DRAWINGS

FIG. 1 is a schematic diagram illustrating the relevant parts of avehicle engine and drive system that may be used to implement thepresent embodiment of the invention;

FIG. 2 is a flow diagram illustrating one embodiment of the start-stopmethod of the present invention;

FIG. 3 is a flow diagram illustrating the embodiment of FIG. 2 of thestart-stop method of the present invention in more detail;

FIG. 4 is a flow diagram illustrating one embodiment of the cold startmethod of the present invention; and

FIG. 5 is a flow diagram illustrating the embodiment of FIG. 4 of thecold start method of the present invention in more detail.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 is a schematic diagram showing the preferred apparatus forimplementing the preferred embodiment of the method of the presentinvention. Other additional vehicular systems may be included within themethod depending on a preferred mode of practice, as further discussedbelow.

As shown in FIG. 1, starter-generator 14 is mechanically linked to thevehicle engine 12 via the engine clutch 16. The starter-generator 14comprises a starter-generator rotor 18, linked to the rotating parts ofthe powertrain, and a starter-generator stator 20, the stationary partof the starter-generator. The engine clutch 16 preferably includesplates linked to each of the vehicle engine 12 and the starter-generatorrotor 18 that may interface to provide a driving force from thestarter-generator rotor 18 to the vehicle engine 12. The startergenerator rotor 18 is directly linked to the torque converter 22. Thetorque converter 22 preferably includes a torque converter impeller 24and a torque converter turbine 26. Torque delivered to the torqueconverter impeller 24 from the starter-generator rotor 18 is transmittedhydraulically to the torque converter turbine 26. The torque converterturbine 26 is mechanically connected to the input shaft of thetransmission 28. Also provided is a torque converter bypass clutch 30,which is designed similarly to the engine clutch 16. The torqueconverter bypass clutch 30 can be used to transmit the torque from thestarter-generator rotor 18 directly to the transmission 28. As is wellknown in the art, the transmission 28 is further connected to adifferential gear set 32. In the preferred embodiment, the transmission28 is of the automatic type, although manual transmissions, such asclutch-operated plate systems, may be used.

The starter-generator 14 is also electrically connected to a systemwhich includes a power inverter 34, an electrical energy storage unit36, and a powertrain controller 38. The powertrain controller 38receives information from a number of sources, either directly orthrough one or more sensors. For example, the powertrain controller 38can take information from a multi-position ignition switch 40. Themulti-position ignition switch 40, which is linked to thestarter-generator 14, can be switched to various positions by thevehicle operator, as described further below. As is well-known in theart, such a multi-position ignition switch 40 would preferably take theform of a lock mechanism that can physically receive a key, whereturning the key to a first position would turn on the power to thevehicle, and turning the key to a second position would signal thestart-up method to start the vehicle engine 12. Other methods ormechanisms, such as a remotely operating unit carried on a key chain ora voice or fingerprint-activated system could also be used.

The powertrain controller 38 can also receive information from one ormore sensors attached to the hood 42 of the vehicle, configured toascertain whether or not the hood 42 is open. Such a system can includeelectrical or optical sensors on both the hood 42 of the vehicle and thevehicle frame near the hood 42 that would break a circuit or otherelectrical or optical connection when the hood 42 is opened. Thepowertrain controller 38 can also receive information from one or moresensors located in the brake pedal 44. Such a system may includeoptical, electrical, or mechanical sensors to determine the position ofthe brake pedal 44. Further information can be transmitted from thebrake hydraulic system 46 to the powertrain controller 38 as receivedfrom a mechanical or optical sensor. Changes in the hydraulic pressure,combined with the rate with which those changes are made, can bemonitored.

Electrical sensors may also receive information from the state of chargeof the electrical energy storage system 36. The energy, which is createdby the starter-generator 14 and storable in an electrical energy storagecell 36, can be monitored to determine the amount of charge available.An electrical, optical, or mechanical sensor can monitor the throttle 48of the vehicle. Such a sensor can monitor the position of theaccelerator pedal, as well as monitor the throttle system 48 todetermine when pressure is being applied to or released from thethrottle 48. The vehicle systems monitored with sensors here arepreferred embodiments; however, many other vehicle systems could bemonitored with sensors as well.

FIG. 2 is an overview flow diagram of one preferred embodiment of thestart-stop process. First, the vehicle systems are constantly monitoredin a loop until the conditions are acceptable for stopping the engine atbox 200. The engine is then stopped at box 220. At that point, a secondmonitoring loop monitors the systems of the vehicle at box 240, as wellas any potential inputs by the vehicle operator to signal that thevehicle engine should be restarted. When such a signal is received, theengine is restarted at box 260. The system then checks to confirm thatthe engine has restarted successfully at box 280. If it has, thestart-stop process is complete. The vehicle system can then restart theprocess and monitor the vehicle again to determine when it isappropriate to stop the vehicle at box 200. If the engine has notsuccessfully restarted, the method may be aborted at box 300.

FIG. 3 is a flow diagram illustrating the embodiment of the start-stopprocess of FIG. 2 in more detail. The first monitoring loop at box 200has been broken down into two sub-steps. First, the systems of thevehicle are reviewed at box 202 to confirm that all vehicular conditionsare acceptable for stopping the vehicle engine 12. In a preferredembodiment, the gear differential 32 must be engaged properly. In suchan embodiment, the position of the multi-position ignition switch 40 isalso detected by the powertrain controller 38 so as to verify that thevehicle engine 12 is running. Both the engine clutch 16 and thetransmission 22 are preferably properly engaged. The vehicle engine 12is also preferably running. This serves to ensure that the shut down ofthe vehicle engine 12 will not occur at an inopportune time, such aswhen the vehicle is traveling on the highway. To that same end, it ispreferably confirmed that the vehicle is not moving and that the brakingsystem 46 is engaged. The engagement of the braking system 46 could bevia the parking brake, or via pressure on the brake pedal 44, such asfrom a vehicle operator in rush-hour traffic. Similarly, the throttle 48of the vehicle is preferably not engaged. As stated, the vehicle systemsmonitored are those in a preferred embodiment; however, many othervehicle systems could be reviewed in this step.

As a second step, this method also confirms that the ambient conditionsare proper to allow for restart at box 204 of the vehicle engine 12.Some moving parts of the vehicle are typically sensitive to changes inthe temperature. If the temperature outside is too cold, the amount oftorque from the starter-generator 14 necessary to crank the vehicleengine 12 may increase. In such a situation, it would be preferable forthe start-stop method not to be enabled until the ambient temperature ismore suited for quick vehicle engine restart.

The act of stopping the vehicle engine 12 at box 220 is furtherillustrated as sub-steps 222 through 226 in FIG. 3. First, thestarter-generator 14 is used to rapidly decelerate the vehicle engine12. The vehicle engine 12 and its mounting apparatus, like allmechanical systems, have certain resonant frequencies. This is thefrequency at which the apparatus will reverberate loudly or otherwisestart to shake. This effect, however, will only take place within asmall range of frequencies centered on that resonation frequency. When avehicle engine 12 is decelerated, the rotational frequency of thevehicle engine 12 will likely pass through the resonation frequency.When it does, as discussed above, the vehicle engine 12 will begin toshake loudly, causing an audible disturbance to the vehicle operator andaffecting the smoothness of the drive. The rapid, controlleddeceleration of the vehicle engine 12 serves to solve this problem. Byminimizing the time it takes to bring the vehicle engine 12 to rest, therotational frequency of the vehicle engine 12 is within the range of theresonating frequency for a significantly decreased time. Thedeceleration is accomplished by applying a negative torque—a torque inthe opposite direction of the running vehicle engine 12. A negativetorque is imparted to the starter-generator 14. The vehicle engine 12and the starter-generator 14 are then linked together through the engineclutch 16. The opposing torque decelerates the vehicle engine 12 morerapidly than merely applying the braking system 46 to the vehicle engine12. After the vehicle engine 12 is successfully decelerated, the engineclutch 16 is disengaged at box 224, cutting the link between the vehicleengine 12 and the starter-generator 14, and finally thestarter-generator rotor 18 is decelerated to an idling speed at box 226.

While the vehicle engine 12 is not running, it is important to keep thegearing of the transmission 28 rotating. In fact, most of the clutchesof the vehicle, such as the engine clutch 16, are held closed only bythe hydraulics of the transmission 28. In order to ensure that theengine clutch 16 can function when the vehicle is restarted, thetransmission 28 must remain in operation. With the current configurationof the engine, the transmission can be directly connected to thestarter-generator 14, either through the torque converter 22 or via thetorque converter bypass clutch 30. Since the starter-generator 14continues to run at idle speed, even when the vehicle engine 12 has shutdown, the transmission 28 also continues to run.

The next step of the presently preferred method is to monitor thesystems of the vehicle, at box 240, for signals or parameters thatindicate that the vehicle should restart. These signals could originatefrom the status of the vehicular systems, at box 242, as well as fromthe vehicle operator indicating that the operator wishes the vehicleengine 12 to restart, at box 244. The status of some vehicle systems canindicate that the vehicle should be restarted in order to avoid anyproblems with the vehicle or the restart procedure. Vehicle systems thatmay be checked and/or monitored include:

Length of vehicle engine cranking time. If the vehicle has been inactivefor too long, restart may be difficult. Therefore, a time limit can beset on the length of time the vehicle will remain in shut-down statusbefore the vehicle engine 12 is restarted.

Temperature of vehicle engine. As before, as the temperature of vehicleengine 12 decreases, so do the temperatures of various vehicle engine 12parts, such as the engine catalyst and the engine cylinders. The enginecatalyst is only effective over a certain temperature, and anineffective catalyst may cause engine problems. If the temperature ofthe engine cylinders becomes too cold, there may be excess vehicleexhaust emissions beyond the legal limits. Therefore, another check maybe added to signal a restart of the vehicle engine 12 when it reaches acertain threshold temperature.

State of charge. The state of charge of the electrical energy storageunit 36 is also important. As the starter-generator 14 idles, thetransmission 28, as well as other parts of the vehicle, continues tooperate. The energy of the electrical energy storage unit 36 continuesto drain. If the state of charge is depleted beyond a certain level, theelectrical energy storage unit 36 may not be able to provide enoughpower to later start the engine 12. Therefore, the vehicle engine 12should be restarted if the state of charge of the electrical energystorage unit 36 becomes too depleted to ensure a successful restart.

Physical position of hood. Also, the vehicle engine 12 should preferablynot restart if the vehicle hood 42 is open. Generally, if the hood 42 isopen, a vehicle operator is working on the vehicle itself. Therefore, itis generally unsafe to start or run the vehicle engine 12 while the hood42 is open. Therefore, a check may be made by the method to ensure thatthe vehicle does not start while the hood 42 is open. Such a check couldpreferably be made with electrical or optical sensors on both the hood34 of the vehicle and the vehicle frame near the hood 34.

These parameters are preferred embodiments of the invention; however,many other vehicle systems could be monitored in this step.

For example, the vehicle operator may, by his actions, also signal thathe would like to have the vehicle engine 12 restart, as shown at box244. Among the methods that an operator might choose to signal that theengine should restart is to change the brake hydraulic pressure 46 byreleasing the brake, changing the gear differential 32 position, or byopening the throttle 48 of the vehicle. These signals would be detectedand used to initiate a restart so that the vehicle engine will be fullyrestarted when the vehicle operator wants to accelerate with littlenoticeable delay.

According to the embodiment disclosed in FIG. 3, the signals from thevehicle systems are checked at box 242 after monitoring signals from thevehicle operator at box 244. However, these two actions can be completedin an interchangeable order, or they can be done in parallel. Accordingto different embodiments of the present invention, the operator signalshave been checked first, as well as other embodiments where differentelements of each group of tests were done in parallel, or in a mixedserial order.

The next step of the present invention is to restart the vehicle engine12 when a signal is received, as at box 260. This step consists of twoseparate actions, as shown in sub-steps 262 and 264 in FIG. 3. First,the engine clutch 16 is engaged at box 262, linking together tfe vehicleengine 12 and the starter-generator 14, which already has some torque.The vehicle engine 12 is then restarted at box 264 with thestarter-generator 14. The torque of the starter-generator 14 is impartedto the vehicle engine 12 through the engine clutch 16, thereby startingthe vehicle engine 12.

Engine creep is also a concern throughout the restart of the vehicle inthe present invention. Engine creep is the slow forward movement of astandard vehicle when an operator removes pressure on the brake, but hasnot yet engaged the accelerator. It is desirable that engine creep beimplemented in the present invention as well, as it makes the start-stopprocedure less noticeable to the user. A small amount of hydraulicpressure is retained in the torque converter 22, as discussed earlier.The powertrain controller 38 is configured to monitor the brakehydraulic pressure 46 and to impart a small amount of torque to thevehicle upon release of the brake hydraulic pressure 46. This smallamount of torque is just enough to create the engine creep effect.

The successful restart of the vehicle also needs to be verified at box280. This step can be broken into substeps, as illustrated in boxes 282through 288 in FIG. 3. The first sub-step of this verification is todetermine whether or not the vehicle engine 12 has actually started, atbox 282. This is done by determining the current speed of the vehicleengine 12, measured in terms of the angular velocity of the vehicleengine 12, and comparing it to the vehicle engine 12 speed required forengine idling. If the vehicle engine 12 speed has not exceeded the idlespeed, the vehicle engine 12 will be tested to see if it has beencranking for longer than a pre-determined length of time at box 284.Additionally, the state of charge of the electrical energy storage unit36 will be measured and compared to another set level at box 286 tocheck if said state of charge has gotten too low. Either of thesesituations could be detrimental to the continued operation of thevehicle, as above. If either of these situations occur, the method willabort at box 300. If neither is true, then the method will continue toloop until either one of these conditions at box 284 or at box 286 hasoccurred, or the vehicle engine 12 has successfully started.

Once it is determined that the vehicle engine 12 has started, it will befurther monitored for stalling at box 288. If the vehicle engine 12 hasstalled, operation of the start-stop method ceases and a cold-startstrategy is run at box 300. If the vehicle engine 12 continues to runproperly, the method has completed successfully and ends. The vehicle isthen ready to begin another start-stop maneuver, at box 200, at the nextopportunity.

However, if the vehicle engine 12 has been cranking too long at box 284,or if the electrical energy storage unit 36 begins to run low on itsstate of charge at box 286, the method will abort into an emergencystrategy at box 300. The engine clutch 16 will first be disengaged atbox 302. The starter-generator 14 will then be used to give the vehiclea minimal amount of power so that the vehicle can mover to the curb, a“limp to curb” strategy, at box 304. Rather than leave the vehiclestranded in the middle of traffic if the start-stop method fails, it ispreferable to allow the operator a way to get the vehicle to the curbfor roadside assistance. Having the starter-generator 14 run the basicfunctions of the vehicle will allow the operator a minimal amount ofpower to accomplish this. Once the vehicle is at the curb, the operatorcan call for assistance or make another attempt to start the vehicle.

It is possible that if the vehicle engine 12 is stalled, or once avehicle arrives at the curb, the operator may try to restart the vehicleengine 12 from a cold state. Such a cold start method can also be usedto first start the vehicle upon entering the vehicle. FIG. 4 shows oneembodiment in a flow diagram of such a method. The starter-generator 14is powered up and given at initial torque at box 400. The systems of thevehicle are checked at box 420 to make sure that they are prepared forstarting the vehicle engine. The engine 12 is then started at box 440.Finally, the vehicle engine 12 is checked to confirm it has successfullyrestarted at box 460.

A more detailed version of this embodiment is set forth in FIG. 5. As apreliminary precaution before the starter-generator 14 is started at box400, the systems of the vehicle are checked to verify that the system isin a proper state for an engine start at box 402. Systems that may bechecked at this point include whether a gear 32, the transmission 28, orthe engine clutch 16 are engaged. The state of each of these componentsof the vehicle drive system indicates whether the vehicle is in a properstate to begin to start the vehicle engine 12. Additionally, the vehicleengine 12 itself should be checked to see if it is already running. Ifso, then the vehicle does not need to be started. The method should beaborted and the vehicle returned to the beginning of a start-stopstrategy.

Additionally, the multi-position ignition switch 40 should preferably bechecked at box 404 before starting the starter-generator 14. Amulti-position ignition switch 40 can have a pre-designated position toindicate that the vehicle operator wants to start the vehicle engine 12.This system check at box 404 will verify that the multi-positionignition switch 40 is set to that position, and not allow the vehicle toattempt to start until it is.

The starter-generator 14 is then powered up with a torque at box 400. Bystarting the starter-generator 14 at this earlier stage, it allows for amuch faster start of the vehicle engine 12 later.

After the starter-generator 14 is given a torque, the vehicle systemsare then evaluated to verify that they are in a proper state forstarting the vehicle engine 12 at box 420. The sub-steps of thisevaluation are illustrated in boxes 442 through 426 in FIG. 5. Such amethod would preferably include checking the time that thestarter-generator 14 was idling at box 422 as well as the position ofthe multi-position ignition switch 40 at box 424. As before, themulti-position ignition switch 40 would preferably include a positionthat corresponds to a signal by the vehicle operator to start thevehicle engine 12. The vehicle systems would then not proceed with thestart-up process until the position of the multi-position ignitionswitch 40 is correct.

The engine 12 is next started at box 440 from the starter-generator 14.As earlier explained, the engine clutch 16 is engaged in order to bringthe moving starter-generator 14 and the vehicle engine 12 in contact,imparting the torque of the starter-generator 14 to the vehicle engine12. Finally, the method will verify that the vehicle engine 12 hasstarted correctly at box 460. This verification is illustrated in boxes462 and 464 in FIG. 5. The first part of this verification is todetermine whether the engine is running at a speed above idle speed atbox 462. If so, it is determined that the vehicle engine 12 has startedcorrectly, and the cold start method will end. It is possible that atthis time, the system will begin the warm start method, waiting in thefirst loops for an appropriate signal to shut down the engine at box 200of FIGS. 2 and 3. If the vehicle engine 12 is not running above the idlespeed, the vehicle will then check to see if it has been crankingwithout starting longer than a pre-determined time at box 464. If not,the conditions of vehicle engine 12 speed of box 462 and cranking timeof box 464 will be continually monitored until the vehicle engine 12 isrunning at a speed higher than idle speed, or cranking has continuedlonger than the pre-determined time. If cranking has continued for anunacceptable length of time, the method will abort at box 466, at whichtime the starter-generator 14 will shut down, and the vehicle operatormay try again to restart the vehicle.

Although the invention herein has been described in connection with apreferred embodiment thereof, it will be appreciated by those skilled inthe art that additions, modifications, substitutions, and deletions notspecifically described may be made without departing from the spirit andscope of the invention as defined in the appended claims.

What is claimed is:
 1. A method for automatic operation of a vheicle,said vehicle comprising a vehicle engine, a starter motor linked to saidvehicle engine through an engine clutch and a plurality of vehiclesystems linked to said starter motor, said method comprising the stepsof: detecting whether said engine is running; ascertaining that thestatus of one or more of said vehicle systems are proper for shuttingdown said vehicle engine; applying a negative torque to said vehicleengine to stop the running of said vehicle engine by connecting saidvehicle engine to said starter motor through said engine clutch;evaluating whether the ambient conditions surrounding said vehicle areconductive to operation prior to said step of applying a negative torqueto said vehicle engine, said ambient conditions further comprising atleast the temperature of the air outside the vehicle and the humidity ofthe air outside the vehicle; checking the status of one or more of saidvehicle systems to determine whether said vehicle engine should berestarted; restarting said vehicle engine by connecting said vehicleengine to said starter motor through said engine clutch; and confirmingsaid vehicle engine has successfully started.
 2. The method of claim 1,wherein the negative torque applied to the vehicle engine is high enoughto cause a rapid deceleration through the harmonic resonance point ofsaid vehicle.
 3. The method of claim 1, wherein said vehicle furthercomprises a multi-position ignition switch linked to said starter motor,and a throttle, a transmission, and a brake system, said throttle,transmission and brake system connected to said starter motor through atransmission clutch system.
 4. The method of claim 3, wherein saidvehicle system further comprise at least one member of the followinggroup: the velocity of said vehicle; the brakes of said vehicle; thegear position of said vehicle; the engine clutch of said vehicle; thetransmission clutch of said vehicle; the multi-position ignition switchof said vehicle; the vehicle engine of said vehicle; and the throttle ofsaid vehicle.
 5. The method of claim 1, wherein the step of checking thestatus of one or more of said vehicle systems to determine whether saidvehicle engine should be restarted further comprises the steps of:evaluating vehicle systems directly controlled by the vehicle operatorfor a signal from the vehicle operator for a restart of said engine; andaccessing whether the vehicle systems status require that the vehicle berestarted.
 6. The method of claim 5, said signals from the vehicleoperator comprising at least one member of the following group: varyingthe pressure on said brake system; and opening the throttle.
 7. Themethod of claim 5, said vehicle systems further comprising a battery anda hood linked to said starter motor, said step of assessing whether thevehicle systems status require that the vehicle be restarted furthercomprising assessment of at least one member of the following group:said vehicle engine's length of time of inactivity; said vehicleengine's internal temperature; said battery's state of charge; and saidhood's physical position.
 8. The method of claim 1, said step ofconfirming said vehicle engine has successfully started furthercomprising the steps of: detecting whether said vehicle engine iscranking without starting; and verifying that said vehicle engine hasnot stalled.
 9. A method for automatic operation of a vehicle, saidvehicle comprising a vehicle engine, a starter motor linked to saidvehicle engine through an engine clutch and a plurality of vehiclesystems linked to said starter motor, said method comprising the stepsof: detecting whether said engine is running; ascertaining that thestatus of one or more of said vehicle systems are proper for shuttingdown said vehicle engine; applying a negative torque to said vehicleengine to stop the running of said vehicle engine by connecting saidvehicle engine to said starter motor through said engine clutch;evaluating whether the ambient conditions surrounding said vehicle areconducive to operation prior to said step of applying a negative torqueto said vehicle engine, said ambient condntions further comprising atleast the temperature of the air outside the vehicle and the humidity ofthe air outside the vehicle; checking the status of one or more of saidvehicle systems to determine whether said vehicle engine should berestarted; restarting said vehicle engine by connecting said vehicleengine to said starter motor through said engine clutch; and confirmingsaid vehicle engine has successfully started, said step comprising thesteps of: measuring the length of time said vehicle engine has crankedwithout starting; sensing said the state of charge of said battery; andengaging an emergency mode if either said length of time is too long orsaid state of charge is too low; and verifying that said vehicle enginehas not stalled.
 10. The method of claim 9, said emergency modecomprising the following steps: disengaging said engine clutch; andproviding minimal power from the starter motor to the vehicle systems torun the vehicle.
 11. A method for automatic operation of a vehicle, saidvehicle comprising a vehicle engine, a starter motor linked to saidvehicle engine through an engine clutch and a plurality of vehiclesystems linked to said starter motor, said method comprising the stepsof: detecting whether said engine is running; ascertaining that thestatus of one or more of said vehicle systems are proper for shuttingdown said vehicle engine; applying a negative torque to said vehicleengine to stop the running of said vehicle engine by connecting saidvehicle engine to said starter motor through said engine clutch;evaluating whether the ambient conditions surrounding said vehicle areconductive to operation prior to said step of applying a negative torqueto said vehicle engine, said ambient conditions further comprising atleast the temperature of the air outside the vehicle and the humidity ofthe air outside the vehicle; checking the status of one or more of saidvehicle systems to determine whether said vehicle engine should berestarted; restarting said vehicle engine by connecting said vehicleengine to said starter motor through said engine clutch; and confirmingsaid vehicle engine has successfully started, said step comprising thesteps of: detecting whether said vehicle engine is cranking withoutstarting; and verifying that said vehicle engine has not stalled,wherein, if it is found that the vehicle engine is stalled, the startermotor is shut down.